Automatic stop mechanism for railroads



R. C. ALBURYY AND L. T. HAYMAN. AUTOMATIC STOP MECHANISM Fon RAlLRoAns.

APPLICATION'FILED DEC, 28, 1.920.

3 SHEETS-SHEET l.

atto'zwegdv R. C. ALBURY AND L( T. HAYMAN. AUTOMATIC sToP MECHANISM FOR RAlLRoADs.

' APPLICATION FILED 0150.28, |920. l

Patented May 31, 1921.

SHEETS-SHEET 2.

R. C. ALBURY AND L. T. HAYMAN.

AUTOMATIC STOP MECHANISM FOR BARRO/ADS APPLICATION FILED DEC, 28| 1920. 1 l 1,380,174. aaemed May 3L, H2L

3 SHEETS-SHUI? 3- UNITED STATES PATENT ori-ica BDBERT c. ALBURY AND LnrrY fi. HAYMAN, or TAMPA, FLORIDA.

AUTOMATIC STO? MEC-IAN ISM FOR RAILROAIDS.

Specification of Letters Patent.

Application filed December 28, 1920. Serial No. L133,726.

To all whom t may concern Be it known that we, ROBERT C. ALBURY and LEFFY T. HAYMAN, citizens of the United States, residing at Tampa, in the County of Hillsborough and State of Florida, have invented certain new and useful, Improvements in Automatic Stop Mechanism for Railroads, and do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which 1t appertains to make and use the same.

The present invention relates to improvements in automatic stop mechanism for railroads, and has for an object to provide an improved device adapted to be mounted on the locomotive whereby the throttle will be automatically closed andthe air brakes applied whenever the locomotive carrying the apparatus shall approach within a predetermined distance of another locomotive so equipped, or shall approach an open switch, open draw bridges, and the like dangerous conditions.

Another object of the invention is to provide a simple and inexpensive apparatus for carrying out the above described obj ects which may be mounted in conjunction with the usual parts of present type locomotives without any alteration in the construction of the latter. i

A further object of the invention is to provide an apparatus of this character which shall be under the direct and ready control 'of the engineer, and which will give a signal in the cab in addition to applying the brakes and shutting off the Steam.

With theforegoing and other objects in view, the invention will be more fully described hereinafter, and will be more particularly pointed out in the claims appended hereto.

In the drawings, wherein like symbols refer to like or corresponding parts throughout the several views,

Figure 1 is a diagrammatic view showing the twolocoinotives equipped with mechanisms constructed according to the present invention;

Fig. 2 is a view in side elevation of the third rail contact wheel;

Fig. 3 is a. front view of the same;

Fig. 4L is a fragmentary elevational view of the throttle lever and associated parts;

l.Fig 5 is a fragmentary perspective view oia construction of rails adyacent adraw bridge; and

. Fig. 6 is a fragmentary plan view of a -of throttle lever and locking means'therefor Patented May 31, 192i.

which may be used vin carrying out the presl ent invention.

Referring more particularly to the drawings, and at present to FigQl, A and B represent in diagram 'two locomotives running toward each other on the rails 1 and 2 of the single track shown.

The locomotive A is provided with an insulated bracket 3 for carrying a contact wheel 4 running on a third rail 5. The throttle lever for the locomotive A is represented at 6 and is pivoted at 7 it l'iaving the usual locking dog 8 coperating with the toothed segment 9. The engineer draws the lever 6 to the left in order to open the throttle, and in the drawing the throttle valve is in partially open position. According to the invention a coil spring 10 is connected to the throttle lever 6 and to the boiler head or some other fixed part in the engine cab'. The function of this spring is to tend to draw the lever 6 toward the right or to a closed position whenever the latch dog 8 is disengaged from tliesegment 9. rThe spring 10 is put Linder tension as the lever 6 is moved toward the left to open the throttle wider.

According to the invention a perforated lng 11 extends from the latch dog 8 and slides loosely over the upper end of a rod 12 which carries a collar 13 adapted to be` brought up beneath the lug 11 in 'order to raise the dog 8. The rod 12 is provided with a pivot joint i4 to enable it to swing about with the lever 6 and latch dog, and

for this purpose the collar 13 is placedtrain through a conduit 19. The conduit 19 includes a valve casing 20in which is placed a valve 21 normally closed and preventing the ingress of airfrom the train line. The valve stem 22 extends upwardly through the casing and is connected to a lever 23 pivoted as at 24. The free end of the valve lever 23 projects in the path ot a cam 25 on the shaft 26v of an electric motor 27.

The motor 27 is adapted to be placed in circuit with a generator 28 driven constantly by the locomotive, the circuit wires being indicated by 29 and 30. The latter wire 30 includes a normally open switch 31 adapted to be closed by a relay 32. rlhe upper portion ot the wire 30 is also included in the relay circuit. The relay 32 is placed in parallel with a lamp 33 included in a wire 34 by means of a conductor 35. Awire 36 joins both wire 34 and wire 35 with a contact plate 36 mounted Xedly on a base plate 37. This base plate 37 and its appurtenant parts are more clearly disclosed in Fig. 4.

A coil spring 38 tends to draw the lower end of a lever 39, fulcrumed at 40 on the base plate, against the contact plate 36. The lever 39 has on its upper end a hook 41 for engagement with a hook 42 on a pivoted latch 43 when the lever 39 is swung out of engagement with the contact plate 36. A coil spring 44 tends to draw the latch 43 upwardly when the hooks 41 and 42 are released. The latch 43, is grounded through wire 46, while a lead 47 connects the lever 39 with the contact 48 of a double throw switch 49 which is mounted in the locomotive cab convenient to the hand of the engineer. 7

The pole 50 of the switch is connected by a lead 51 with one side ot the generator 28, the same side of the generator being connected by a wire 52 with the uppermost right hand pole 53 of said switch. r1`he pole 54 of the switch is connected by a wire 55 with the lead 47. One of the intermediate poles 56 of the switch is connected by a wire 57 to contact wheel #4, while the other intermediate pole 58 is grounded by lead 59 on the locomotive framework.

The opposite locomotive is provided with an insulated bracket 60 carrying a contact wheel 61 also running upon the third rail 5.

. A wire 62 grounds the pivoted latch 63 on the base board 64 whichis mounted in the vcab rof the locomotive B. The latch 63 engages the lever 65 ina similar manner to corresponding parts on the locomotive A and coperates in a similar manner with the control plate 66 on the lower portion oi the base board 64.

Similarly a projection 67 on the throttle valve lever 68 is adapted to strike the lever 65 when said lever 68 is swung toward the boiler head under the influence of the spring 69. The dog 70, carried by the throttle lever, coperates with the usual segment 70 and is provided with a perforated lug 71 loosely engaging over the upper end of a vertically reciprocating rod 72 which carries a collar 73 adapted to engage beneath the lug to lift the latch from the segment.

The rod 72 is provided with a pivoted joint 74 and with a plunger 75 at its lower end reciprocating in a vertically disposed V.cylinder 76 in which is also placed a coil The motor is driven by current received.

from a generator 87 which is continuously driven by the locomotive. The wire 88 connects the generator and motor at one side, while the wire 89 connects these parts at the other side, an open switch 90 being in-l terposed between the latter and adapted to be closed by a relay 91. This relay is included in circuitwith the generator 87 by means of the upper portion ot the wire 89 and by an additional wire 92 which is connected to the contact plate 66 on the base plate 64. A wire 93 is in multiple with the wires 89, 92 and contains a lamp 94 placed in the cab of the locomotive B.

The opposite side of the generator 87 is connected by wires 94 and 95 respectively with the poles 103 and 101 of a switch 98 also mounted in the cab ot the locomotive B. A wire 99 connects the pole 100 of the switch with the frame of the locomotive B.- A switch pole 97' is connected by a wire 102 with the lever 65 on the base board 64. The switch pole 96 is connected by a wire 104 with the wire 102. The pole 105 of the switch is connected by a lead 106 on part 61.

Referring more particularly to Figs. 2 and 3, one ofthe contact wheels on the third rail is shown. The construction of both the third rail contact wheels 4 and 61 is the same and the wheel is a flanged wheel some- `what similar to, although preferably smaller than, the usual locomotive wheels; and this contact wheel is mounted in forks 107 eX- tending downwardly from a bed plate 108.

A second cap plate 109'is situated above the bed plate 108 and is spaced thereabove, coil springs 110 being interposed between the two plates through which bolts 111 are passed for securing the plates together and for placing the springs under the desired compression. The springs provide for the upward yielding of the wheel when passing over rail joints or when encountering obl stacles. The cap plate 109 is preferably formed in one piece and constitutes an angle iron construction together with a vertical .plate 112 provided with openings 113 to receive fastenings by which the wheel unit maybe secured to an appropriate part of the locomotive framework.

1n Fig. 4 is shown one of the base plates 64 carrying the pivoted catch, the circuit .interrupting lever, and .the .contact plate.

These `parts have been heretofore ldescribed andv they are here shown in both positions.

Referring more .particularly to Fig. 5, the lrails 1 and 2 on which the locomotive moves are bonded together by 'abar 114. The third railis as indicated at 5, and the construction is shown to be adjacent an open draw bridge which, when closed, causes-the movable rails to s'eat upon the projecting `base plates 115 and116 extending outwardly 4from the rail v1 and the third rail 5. A contact joint 117 is in connection with the rail 2, while a second contact plate A118 is car- 'ried by the free end `of a lever 119 pivoted asat 120 to the tie 121 or other suitable part.y This lever 119 is also connected by a lead 122 with the third rail 5. The lever carries a platform` 123 at its free end to be engaged bya part of the draw bridge whereby when the draw bridge is closed, it will automatically depress the platform 123 and lever 119- opening the contacts 117 and `118 and placing the spring 124 under a condition of tension. Y

When the draw bridge is opened the spring 124 will cause the closing of the contacts 117 and 118 and this will cause the automatic stopping of the locomotive as hereinafter described.

InFig. 6 the main line rails are indicated 4at l and 2, while the switch points are represented at 125 and 126. These switch points are connected to the 7usual switch operating mechanism 127 which is extended as indicated at 128 and carries acontact 129 adapted to be closed against a similar contact 130 carried by the third rail 5. When the siding is open the contacts 129 and 130 will be closedy and they will therefore operate to arrest the movement of any locomotive approaching the switch, as hereinafter described. i i.

In operation, referring to Fig. 1, assuming, as regards locomotive B, that the throt tle lever 68 is` in the position shown, and

that the locomotive B is vproceeding along Y lthe tracks 1 and 2 in the direction indicated by the arrow,I and `further assuming that the switch98 is in the lower position, a circuit through'the generator 87 will be closed as follows: From the generator 87 through wire 95 to switch pole 101,y pole 100 and through wire 99 to the frame of the locomotive B and track 2 where the current is grounded. Assuming locomotive A to'have itsthrottle lever 6 also in the running position shown; to be moving in the direction indicated 'by the arrow; vits switch 49 in the upper position: the locomotive A `transmits' currentvfromv track 2 to wire 59,

poles' 58 and 54 of switch 49, wire 55, and

-to ivire 47 thence through lever'65, contact plate'36, wire 361,. branch wires 34 and 35 y'and relay 32 tov 'generator 28. From generator28 through wire 52,.c`ontacts 53 and -56` of switch 49, wire57, and contact wheel 4 to third rail 5; `Backthrough third rail 5, contact wheel 61 of locomotive 13 wire '106to pole 105 of switch 98, contact 96 of `the-switch,wire 104, wire 102, lever 65, `lcontact plate66, wires v92 and 93 to wire w89 'and relay: 91. Distance between locomo- ;,tives-A and B consumes current to the eX- ',.tent that vrelay 91 is not. sufh'ciently enerfgized to closeswitch 90.

-f When locomotives approach each.- other,

the resistanceof4 the rails and ground his reduced until finally current `is sufficient to -energihe relay 91 for closing the switch 90 and directing current from the generator 87 to the motor 86. When the relay 91 is energized, the current effecting such operation is divided suiiiciently for lighting the lamp- 94 toigive visual signal to the effect that a train is approachingin an opposite The current will also traverse the windings of the relay 91 and cause the` closing of the switch 90, thereby placing the motor l86 in closed circuit with the generator 87 through the branchwires 88 and 89. The

motor will revolve causing its cam 84 to pro` .ject beneath the lever 83 to thereby lower the valve 81 vfrom its seat, permitting air from 4the train line to enter the conduit 79 by which 1t is conveyed to the compressed airy cylinder 76. y v

Here it will have the effect to raise the `plunger 75Land consequently the rod 72, carryihg the collar 73 `upwardly against the lug 71 thereby lifting 'the latch dog 70 from the segment and leaving the throttle lever 68 free to be closed by thespring 69.

The plunger 75 will be raised past the vent 78 whichwill bleed the train line and apply the air brakes in the usual manner. v

When the 'throttle lever 68 is moved by the spring 69 toward the left, which is the `closed position, the pin 67 thereon will strike 65 and'wire 102, wire 104, contact 96, pole piece 105, and outto the third rail 5 through wire 106 and contactavheel 61.

.From contact wheel 61, rail 5, contact wheel 4, wire 57, switch poles 56 and 53, wire 52, generator 28, branch Ywires 34-and 35 to wire 36, Contact plate 36",l lever 39 and, if throttle is closed, back to ground through wire 46. If throttle is open, through lever 39 to wire 55, switch poles 54 and 58 and wire 59 where the current is grounded in locomotive A. f

The pivoted lever 65 is normally out of contact with the. latch 63 and is only. closed in circuit therewith when the engineer is aware that there is trouble ahead and -he may then connect the lever 65 with the latch 63 as' above described to protect himselr` from another train vby merely closing'the circuit of the other train through his apparatus for automatically releasing the throttle on the approaching train.

A like operation will take 'place in the locomotive A and it will be noted that the switches 49 and 98 are swung into opposite positions, such as with the switch 49 of the locomotive A in raised position and `the switch 98 of the locomotive B inlowered position. `This adjustment of the switches is necessary in order to have the current flow in the same direction through the apparatus vin both of the locomotives.

A like operation will take place inthe locomotive A.l A circuit will bel closed through the generator 28 which willinclude the locomotive B, and its contact wheel 61 and the generator 28 will furnish current to the motor 27when the switch 31 is closed. The motor will open the valve 21 allowing compressed air to enter the cylinder 15 and raise the piston 16 therein which will operate by previously described parts to release .the throttle valve 6 and, allow it to be drawn Y tact points 117 and 118. It is obvious, therefore, that the circuit from the generator of an engine approaching the draw bridge will pass from the third rail 5 and the rails 1 and 2 and will be closed through its generator so as to apply the brakes and-shut 0E the steam in the manner' heretofore described.

A similiar result will be had when the switch shown in Fig. 6 is open. .The contacts 129 and 130 will be closed, thus placing the third rail 5 and the rails 1 and 2 which are bonded together in a closed circuit and when the locomotive approaches the open switch it will be stopped by a circuit through theV rails and through its generator in the manner previously described. b

. It is. obvious that various changes and modifications may be made in the detalls of construction and design of theabove spe-v cifically. described embodiment of this inmeans for optionally closing a circuit through said locomotive frame and contact means to the exclusion of said automatic means, substantially as described.-

2. Inl combination, a railway, a locomotive thereon, a third rail, contact means carried by and insulated from the locomotive and engaging the third rail, means carried by the locomotive and connected between `the locomotive frame and said contact means for automatically shutting off `power from the locomotive and applying air brakes, and means for changing polarity of the current through the locomotive frame yfor directing the current flow in the same direction as thatthrough a second locomotive approaching the irst locomotive, and means for optionally closing a circuit through the locomotive frame and contact means to the exclusion of said automatic means, substantially as described.

3. In combination, a railway, a locomotive thereon, a third rail, contact means carried by and insulated Jfrom the locomotive and engaging the third rail, means carried by the locomotive and connected between the locomotive frame and said Contact means for automatically shutting ofi' power from the locomotive and applying air brakes,

lmeans for optionally closing a circuit through said locomotive frame and contact means to the exclusion' of said automatic means, and means for changing the polarity of the current through the locomotive frame for directing the current flow in the same direction as that through a second locomotive approaching the first locomotive, substantially as described.

' 4. In combination, a railway, a third rail insulated therefrom, a locomotive on the railway, contact means carried by and insulated from the locomotive and moving in engagement with the third rail, a throttle lever on the locomotive biased Jfor closed position, a latch for holding the lever open, latch releasing means including an electric motor, a dynamo on the locomotive driven at all times thereby, means for normally disconnecting the motor from the dynamo, means for connecting the motor to the dynamo under desired'conditions, and throttle controlled means for cutting said connecting and disconnecting means outof circuit with the railway and third rail, substantially as described.

5. In combination7 a railway, a third rail insulated therefrom, a locomotive on the railway, contact means carried by and insulated from the locomotive and moving in engagement with the third rail, a throttle lever on the the locomotive biased for closed position, a latch for holding the lever open, latch releasing means including an electric motor, a dynamo on the locomotive driven at all times thereby, means for normally disconnecting the motor from the dynamo, means for connecting the motor to the dynamo under desired conditions, normally operable means for cutting said connecting and disconnecting means out of circuit with the railway and third rail, means for changing the direction of current through the locomotive for causing the current to flow at all times in the same direction through the said connecting and disconnecting means, and means operable by the closing of the throttle lever to short circuit the locomotive and said means to the exclusion pf said dynamo and motor, substantially as described.

ROBERT C. ALBURY. LEFFY T. HAYMAN. 

